Cushioning arrangement for railway vehicles



July 6, 1965 R. B. BERGSTRAND CUSHIONING ARRANGEMENT FOR RAILWAY VEHICLES 7 Sheets-Sheet 1 Filed April 16, 1962 INVENTOR. Pal viz B. .Bergstrand July 6, 1965 a. B.BERGSTRAND 3,192,880

CUSHIONING ARRANGEMENT FOR RAILWAY VEHICLES Filed April 16, 1962 7 Sheets-Sheet 2 IN V EN TOR.

Rd Zp}! B. Bergstrand July 6, 1965 R. B. BERGSTRAND 3,192,880.

CUSHIONING ARRANGEMENT FOR RAILWAY VEHICLES Filed April 16, 1962 7 Sheets-Sheet 3 JNVEN TOR.

w Fagph'B Bergslrand Hi-F y 1965 R. B. BERGSTRAND 3,192,880

CUSHIQNIRG ARRANGEMENT FOR RAILWAY VEHICLES I 7 Sheets-Sheet 4 Filed April 16, 1962 INVENTOR B09011 .B, -Bergstrand July 6, 1965 I R. B. BERGSTRAND 3,192,880

CUSHIONING ARRANGEMENT FOR RAILWAY VEHICLES Filed April 16, 1962 7 Sheets-Sheet 5 INVENTOR; B. Bergstrand July 6, 1965 R'WB". BERGSTRAND 3,192,880

CUSHIONING ARRANGEMENT FDR RAILWAY VEHICLES Filed April 15, I962 '7 Sheets-Sheet s INVENTOR. 37 8 12 1 BBergstrand I 83 a PM (W; Qagg July 6,. 1965 R. B. BERGSTRAND CUSHIONING ARRANGEMENT FOR RAILWAY VEHICLES 7 SheetsSheet 7 Filed April 16, 1962 IN VEN TOR.

M g m H m H u BM B.

W m u United States Patent The present invention relates to railway cars and, more particularly, to a new and improved cushioning arrangement for a railway car structure wherein the superstructure is mounted on the underframe for limited relative longitudinal movement thereto.

As described in U.S. patent application Serial No.

187,548, filed concurrently herewith and assigned to the assignee of the present invention, there is proposed a railway car wherein the underframe and the superstructure are relatively movable longitudinally with respect to each other and the superstructure and underframehave interposed therebetween a cushioning arrangement for absorbing the shock of impact applied at the couplers so as to protect the lading carried by the car from damage. In the disclosed railway car, the underframe and superstructure are constructed and arranged so that the superstructure is movably supported on the bolsters and serves to support the weight of the lading carried on the car and the portion of the weight of the underframe not supported by the trucks and to transmit the sum of these weights to the bolsters via the cross-members and center sill, of which the latter in the absence of the superstructure is incapable of withstanding the longitudinal stresses resulting from the sum of these Weights without bending or buckling during operation of the car.

- The present invention is directed primarily to the cushioning arrangement employed in a car of the above' It is to be understood, however, that the new and i type. improved cushioning arrangement is not limited to the particular structural arrangement wherein the undercarriage and superstructure mutually support each other, but may also be employed with different structural arrangements wherein the superstructure and underframe are movably mounted relative to each other.

It is the principal object of the present invention to provide a new and novel cushioning arrangement for a railway car of the type having a superstructure movable longitudinally of the underframe wherein the cushioning device employed is supported along the outer lengthwise perimeter of the underframe for movement therewith and themeans operatively connecting the super structure with the cushioning device are fixed to the sides of the superstructure.

It is a further object, taken in conjunction with the foregoing object, to provide a cushioning arrangement wherein the assembly and disassembly thereof are greatly simplified to facilitate the repair or replacement of component parts thereof.

It is still a further object to provide a cushioning arrangement including cushion pocket means fixed on the free ends of the bolsters and supporting cushioning devices therein and the cushion device actuating means interconnecting the cushion arrangement with the superstructure is fixed to said superstructure.

Further objects and features will hereinafter appear.

In the drawings:

FIG. 1 is an exploded perspective view of a railway car embodying the present invention;

FIG. 2 is a fragmentary side elevational view of the railway car;

FIG. 3 is a fragmentary perspective view illustrating the manner in which the superstructure is associated with the superstructure at the cross bearers;

FIG. 4 is a fragmentary perspective view illustrating 3,192,880 Patented July 6, 1965 ice the manner in which the superstructure is associated with the underfrarne at the bolsters;

PEG. 5 is a fragmentary elevational cross-sectional view taken through the railway car, showing the association of the superstructure with one of the bolsters of which the left symmetrical side is illustrated;

FIG. '6 is a fragmentary elevational cross-sectional view taken through the railway car, showing the association of the superstructure with one of the cross bearers, of which the right symmetrical side is illustrated;

FIGS, 7A, 7B, and 70, when taken together, illustrate an enlarged fragmentary elevational view showing the association of the superstructure, undercarriage, and

cushioning pocket, of which the latter is partially broken away to show underlying details;

FIG. 8 is a'viewtaken substantially along the lines 8-8 of FIG. 7A;

FIG. 9 is a view taken substantially along the lines 9-9 of FIG. 7B; and a FIG. 10 is a cross-sectional viewof a cushioning device which may be employed, shown in full lines in a contracted energy-dissipating position and shown in phan tom lines in an expanded or neutral position.

Heretofore in the art of railway car construction wherein the superstructure is mounted for relative longitudinal movement with respect to the underframe, and a cushioning device is interposed between the underframe and superstructure, the underframe is usually constructed as a self-supporting unit so as to be capable ofwithstanding the longitudinal load stresses and impact stresses applied on the center sill. These stresses tend to buckle or bend the center sill. To overcome this bending tendency, the underframe in railway cars having a longitudinally movable superstructure is generally provided with a center between for absorbing the shock of impact.

" frame and superstructure are constructed and arranged so that the superstructure is movably supported on the bolsters of the underframe and is operativevto support the weight of the lading carried on the car and the portion of weight of the underframe not directly supported by the trucks and to transmit the sum of these weights to the underframe bolsters via the cross-members and center sill of which the latter, inthe absence of the superstructure, is incapable of withstanding the longitudinal i stresses resulting from the sum of the Weights without bending or buckling during operation of the car.

Referring now to the drawings, the invention is shown embodied in railway car '10 adapted for transporting a pluraliy of automobiles comprising generally an underframe 11 supported on wheeled trucks 12 and a multideck, open-frame superstructure 13 niovably supported onthe undercarriage via wheels 14, and a cushioning arrangement 16interposed between the underframe 11 and superstmcture for absorbing the shock of buff or draft forces applied at the couplers 17.

The underframe includes a center sill 1S, bolsters 19 spaced inwardly from each end of the center sill 18, cross bearers 20, an end underframe'structure 21 which serves primarily to support the cushioning arrangement 16. The

center sill 18 (FIGS. 1, 5, and 6) includes a pairof trans versely spaced channel members 22 across the upper flanges 23 'of which there is supported and fixed thereon, as by welding, a cover plate 24. The outer edge portions of the cover plate 24 project beyond the flanges and have J fixed thereto the upper plate members 26 and 27 of the bolsters and cross bearer members 19 and 20, respectively. The bolsters 19, as shown in FIG. 5, are symmetrically constructed and include the upper plate members 26 and lower plate members 23 of which the inner edge portions are fixed, as by welding, to a center bearing block 29 fixed also by welding to the lower flanges 31 of the center sill channels 22. Vertical reinforcing plates 32 are conveniently spaced and fixed between the horizontal plates 26 and 28 and transversely extending vertical plates 33 are inserted midway between the edges of the horizontal plates 26 and 28 and between each of the vertical reinforcin plates 32 and welded as shown. Each of the respective outer ends of the bolster 19 is welded to a channel-shaped side frame member 34 of the end underframe 21.

The end underframe 21 (FIGS. 1, 2, 4, 7A, 7B, 7C and. 9) includes an end sill 36 extending transversely of the car and the channel side frame members 34 which, as shown, are shaped so that the inner ends thereof are provided with horizontal flanges 37 which are or greater width than the portions thereof adjacent the end sill member 35. The center sill in the end frame portion 2%; is formed with a coupler housing 33 constructed to accommodate the coupler 17 on a center line determined by government regulations. In this connection, it is to be ob served that the center line C of the coupler 17 is displaced vertically above the neutral axis N of the center sill 18. This relationship of the center line of the coupler with respect to the neutral axis N of the center sill 18 is of significance since it provides a lower base or floor level so that the overall total height of the superstructure may be increased thereby to correspondingly increase the loadcarrying capacity of the car. In the exemplary railroad car which is adapted to carry automotive vehicles, the number and types of vehicles which may be carried thereby may be increased while at the same time maintaining the clearance height of the car within tolerable limits. The end frame also includes a cross bearer member ZQA which is similarly constructed to the other cross bearers 2t} disposed between the bolsters 19 with the exception that he outer ends of these cross bearers are fixed to the sill member 34.

As shown in FIG. 6, each of the cross bearers includes the upper plate 27 and a lower plate 36 of which the inner ends are respectively fixed to the outwardly projecting portion of the cover plate 24 and to a reinforcing strap 37 secured across the lower flanges 31 of the center sill channels 22. The outer ends of the intermediate cross bearers 2% are each provided with an angle member 38 arranged so that the free end of the horizontal web extends outwardly and underlies the upper plate 27 to which it is fixed, as by welding. The outer edge of the lower plate is fixed to a vertical web 41 of the angle 38, as by welding. For reinforcing the cross bearers 2t and 29A, a vertical plate 35 extending from the channel to the angle and located substantially midway between edges of the plates is fixed along its edges to the components which it contacts.

For permitting longitudinal movement of the superstructure 13 relative to the underfrarne 11 each of the cross bearers 20 and 20A is provided at its terminal ends with a wheel 42 which is rotatably supported by an inverted U-shaped bracket 40 fixed to the underside of the horizontalweb 39 of the angle member 38 of the intermediate cross bearers 20 and the underside of the upper horizontal flanges 37 of the channel 34 of the cross bearers 29A located in the end underfrarne 21.

The superstructure 13 shown is constructed to transport and carry automotive vehicles, such as passenger cars or trucks, but it should be understood that other types of superstructures may embody the present invention. In accordance with the present invention, the side walls 44 of the superstructure 13 are portioned and constructed relative to the center sill such that they are capable of transmitting the longitudinal load stresses applied by the load of the lading carried by the superstructure and the weight of the underframe not supported by the trucks without causing undue stresses on the underframe.

In the type of railway car shown the superstructure includes the open-frame side walls 44 and a lower deck .6, an intermediate deck 47, and a top deck 48. The lower deck 46 includes transversely spaced side channels 49, to the lower flanges of which is fixed, as by welding, a plate 51. The ends of the plate 51 overlying the end underframe 21 are formed with a cut-out 50 to accommodate the coupler housings 33.

The sides 44 are each formed by longitudinally spaced upright channel members 52 of hat-shaped section extending the length of the superstructure and fixed, as by welding, at their lower ends by way of a gusset 53 welded thereon to the side channels 49. The intermediate and upper decks 47 are formed from plate members 54 and 55 respectively, to the outer longitudinal edges of which there are fixed, as by welding, channels 55 and 57 to provide a rigid box-like frame and to withstand the transverse load stresses of the weight of the lading supported on the superstructure. The decks 47 and 48 are detachably fixed along their respective outer edges by way of gusset arrangements fixed to channels 56 and 57 by bolts 5'8 to each of theupright channel members 52. In this connection, it should be mentioned that in the exemplary superstructure shown, the intermediate deck 47 may be adjusted to a higher position to the level shown by the bolt accommodating openings 59 or the upper deck may be removed. For a more detailed description of the deck structure, reference is made to application Serial No. 206,923, filed July 2, 1962, assigned to the assignee of the present invention. The upright channel members 52 are proportioned and constructed such that the longitudinally distributed load forces of the lading supported on i the decks 46, 47 and 48, which in the instant illustrated V e 61 each include a U-shapcd housing 62 of which the legs 63 thereof are fixed on the inner sides of the side channels 49 of the lower deck 46. Disposed within the housing 61 are a pair of side-by-side wheels 64 journaled on V respective shafts 65 fixed in a pair of side plate members 67. The wheels 66 are held in engagement with a wear plate 68 fixed on the upper flange 37 of the channel 34 fixed to the bolster 19 by Way of a vertical plate 69 fixed to the side channel 49 and housing 6'7. The plate, 69 is formed with a radius 71 at its lower end which is accommodated within a notch 72 provided in the side plates 67 between the two wheels. The radius and notch arrangement permits the wheels 64 to remain in engagement with the bolster 19 in the event of longitudinal misalignment of the superstructure 13 with the .underframe 11. It is to be observed that the wheel assemblies 61 are operative to maintain the superstructure 13 spaced from the underframe 11 and in this manner permit free relative longitudinal movement of the superstructure and the undercarriage. To facilitate the relative movement of the superstructure 13 relative to the underframe 11, wear plates 73 may be fixed to the underside of the lower deck plate 51 to cooperate with complementary wear plates 74 fixed on the bolsters 19 and cross members 20.

Located adjacent each of the cross bearers 20, the superstructure 13 is provided with rider members 76 each including a vertical web 77 which is fixed as by welding to the side channels 49 and a horizontal web 78 which contacts the wheels 42 carried by the cross-bearers 20 r so that the wheels 42 are ridable thereon; Therider members 76 are of sulficient length to accommodate the full length of travel of the cushioning arrangement 16. The wheel assemblies 61 associated with the bolsters 19 and the rider members are arranged so that the cross bearers 20 are supported along their ends by way of the rolling contact of the wheels 42 fixed thereon. Hence, as heretofore stated, the weight of the unsupported portion of the underframe, that is the weight of the center sill 18 not carried by the trucks is supported by the sides 44 which, in the car shown, comprises the upright channels 53. The channels 53 also receive the longitudinally distributed load forces of the weight of the lading. The channels 53 forming the superstructure sides 44 thus transmit the combined load of the longitudinally distributed load of the lading and the unsupported weight of the underframe to the underframe bolsters 19 by way of the superstructure wheel assemblies 61 supported thereon.

The cushioning arrangement 17 is interposed between the superstructure 13 and the undercarriage 11 to isolate the shock of impact in either draft or buff applied on the underframe from the superstructure so as to protect the lading from damage and includes generally a cushion pocket 80 and a cushioning device 81 associated with each end and on each side of the car so that in the illustrated car there are four in number.

Each of the cushion pockets 80 is formed in the enlarged flange portion of the side channels 34 adjacent the bolsters 19. As shown in particular in FIGS. 4, 5, 7A, 7B, 7C and 9, the pocket 80 includes an upright inner wall plate 82 fixed as by welding to the upper and lower flanges 37 of the end underframe channel 34. The outer ends of the flanges 37 are formed with upright lips 83 which receive bolts for securing a cover plate 84 thereto. The cover plate 84 may include reinforcing flanges 84A and is provided adjacent its upper end with a horizontal lip 85 spaced above the flange 37 and overlying a horizontal leg 88 of an angle member 89'extending substantially the length of the pocket and fixed to the superstructure side channel 49. Fixed to the underside of the lip 85 and the upper side of the horizontal leg 88 are wear plates 86 and 87. The lip 85 and horizontal leg 88 cooperatively with the rider members 76, of which the vertical legs and the ends of the cross bearers are provided with complementary wear plates 91 and 92, serve to maintain the superstructure 13 and underframe 11 in substantially longitudinal alignment. Covering the ends of the pocket are end wall plates 93 fixed to the channel 34. The end wall plates 93 are formed with coaxial openings 94.

Disposed within the cushion pocket 80 is the cushioning device 81 which may be of any suitable type capable of absorbing or dissipating sufilcient of the energy of impact at the couplers 17 to protect the lading from damage. In the preferred form shown, the cushioning device 81 is a hydraulic cushion having substantially constant-force travel characteristics and embodying the principles described in US. Patent 3,003,436, to which reference is made for a more detailed description.

The cushioning device 81, as shown in particular in FIG. 10 in the contracted or energy-dissipating position, includes generally a hydraulic-filled cylinder 96, a fluid displacement means 97 telescopingly arranged in the cylinder 96. The fluid displacement means includes a piston head 104 fixed to the end of a hollow piston rod 109 to the other end of which there is fixed a closure or follower member 107. Secured to an intermediate cylinder head 111 and the piston rod 109 is an inva'ginating tube 112 which receives fluid via an annular opening 113 between the piston rod 109 and the intermediate cylinder head 111. The piston head 104 defines a high-pressure chamber 98 on one side thereof adjacent a closure or follower108 fixed 6 to one end of the cylinder 96 and a low-pressure chamber 99 on the other side thereof.

The flow of the hydraulic fluid from the highpressure chamber 98 to the low-pressure chamber 99 is controlled .by way of a metering pin 102 extending through an oriformed with openings .116 so as to permit flow of the fluid from the bore 114 to the low-pressure chamber 99; For providing the substantially constant force travel characteristics, the metering pin 102 is formed with flutes 117 which gradually taper toward the closure member 108 to which the pin 102 is attached. A more detailed description of the cushioning device and its operation is contained in US. applications Serial Nos. 146,769, filed October 23, 1961, and 147,770, filed October 23, 1961, all assigned to the assignee of the present invention.

The cushioning device 81 is disposed in the cushion pocket as shown in FIGS. 7A, 7B, and 70, with the closure plates 107 and 108 in contact with the end wall members 93." The length of the pocket 80 or the distance between the end walls 93 is such as to accommodate the full length of travel of the cushioning device 81. Hence, a cushioning device embodyingrthe principles of the aforementioned patent and having a travel of from 20 to 40 inches requires that the end walls'93 be spaced between 40 to 80 inches, depending upon the particular length of travel employed. Assuming a cushioning device having the optimum 30-inch travel described in the US. patent, the distance between the end walls 93 is such that the cushion may travel 30 inches in either direction in response to structure 13, the latter is provided with cushion actuator,

means 119 which each comprises a pair of axially aligned rods 121 and 122 arranged such that in the neutral position of the car 10, i.e., in the absence of buff or draft forces, the adjacent ends thereof project into the cushion pocket 80 through the axially aligned openings 94 in the opposite end walls 93 and abut the follower plates 107 and 108 of the cushioning device 81. The remote ends of the rods 121 are fixed, as by welding, to the edge of the rider members 76 and along a portion of their lengths to brackets 123 fixed to the side channel 49 of the superstructure. The rods 122 are connected and fixed to the side channel 49 as by brackets 124.

In operation, assuming a bulf force at the left coupler 17, the underframe 11 moves relatively to the superstructure 13, i.e., the superstructure 13 remains substantially stationary as the underframe moves to the right. This relative movement of the superstructure 13' and under frame 11 is facilitated by the rolling contact of these two components provided by the wheels 42 and 66. Movement of the underframe 11 to the right causes the cushion pocket 81 fixed thereto to move in the same direction whereby the rods 121 on the left end of car and rods 122 on right end thereof slide out of the respective cushion pockets 81 and are spaced from the right end walls 93 thereof. The other rods 122 and 121 on the respective ends of the car, however, project further into the cushion pockets 80 through the opening 94 provided in the end walls 93, and abut the follower plates 108 so as to compress the cushioning devices 81 within the pockets against the opposite left end Wall 93.

Upon compressing the cushioning devices, the latter are operative to dissipate the energy of impact during its length 7 amaeso and return the superstructure 13 and underframe :11 to their neutral position illustrated.

In the event a draft force is applied to the left coupler substantially the same action takes place with the exception that the rods 121 and 122 are operative to compress the cushioning device in the reverse direction.

What is claimed is:

1. In a railway car having an underframe including bolsters and a superstructure movably mounted on said underframe for lengthwise movement thereof, a cushioning arrangement comprising cushion pocket means having stop means and forming separate enclosures fixed to'saicl underframe on the free end of one of each of said bolsters; said cushion pocket means each including a vertical member fixed to said one free end and outwardly extending upper and lower horizontal members, spaced end walls fixed to said vertical and horizontal members so as to provide said stop means, openings in each or" said end walls, and a cover detachably fastened to the outer ends of said upper and lower members to enclose said cushion pocket, a plurality of retractable cushioning means each being movable between an extended and a contracted position, one of each of said cushioning means being disposed within one of each of said cushioning pocket means between said stop means, and cushioning actuating means including rods fixed to said superstructure for movement therewith and associated with respective ones of said cushion means, said rods being arranged in opposing pairs through said end wall opening and engaging the opposite ends of said respective'one cushioning means so thatupon impact in buff or draft causing reiative movement of said superstructure and said underframe so that each of said cushioning means is contracted by movement of one of an associated rod toward one of said associated stop means.

2. The. invention as defined in claim 1 wherein said cushioning means is a hydraulic means having a substantialiy constant force travel characteristic.

3. In a railway car having an underfrarne including bolsters and a superstructure movably mounted on said underframe for lengthwise movement thereof, a cushioning arrangement comprising cushion pocket means having stop means and forming separate enclosures fixed to said underframe on the free end of one of each of said bolsters; said cushion pocket means each including a channel of substantially C-section having a vertical web fixed to said one free end, and outwardly extending upper and lower horizontal webs, spaced end walls fixed to said vertical and horizontal Webs so as to provide said stop means and having an opening, and a cover detachably fastened to the outer ends of said upper and lower webs to enclose said cushion pocket means; a plurality of retractable cushioning means each being movable between an extended position and a contracted position, one of each of said cushioning means being disposed within one of each of said cushioning pocket means between said stop means, and cushioning actuating means including rods fixed to said superstructure for movement therewith and associated with respective ones of said cushioning means; said rods being arranged in opposing pairs through said end wall openings and engaging the opposite ends of said respective one cushioning means so that upon impact in butt or draft causing relative movement of said superstructure and said underframe each of said cushioning means is contracted by movement of one of an associated rod toward one of said associated stop means.

References Cited by the Examiner UNITED, STATES PATENTS 1,693,193 11/28 Duryea i05-454 1,969,844 8/34 Heath l05454 2,047,955 7/36 Fitch 105454 2,155,533 8/39 Dwyer 105454 2,973,174 2/61 Stanwick et al. 105454 3,003,436 10/61 Peterson 105454 OTHER REFERENCES Railway Age, Dec. 5, 1960, page 28, picture and written description relating to A.C.F. Markets Cushioned Auto Racks.

Railway Age, Feb. 15, 1960, page 23, picture and written description relating to Frisco Tri-Level Auto Car.

LEO QUACKENBUSH, Primary Examiner. 

1. IN A RAILWAY CAR HAVING AN UNDERFRAME INCLUDING BOLSTERS AND A SUPERSTRUCTURE MOVABLY MOUNTED ON SAID UNDERFRAME FOR LENGTHWISE MOVEMENT THEREOF, A CUSHIONING ARRANGEMENT COMPRISING CUSHION POCKET MEANS HAVING STOP MEANS AND FORMING SEPARATE ENCLOSURES FIXED TO SAID UNDERFRAME ON THE FREE END OF ONE OF EACH OF SAID BOLSTERS; SAID CUSHION POCKET MEANS EACH INCLUDING A VERTICAL MEMBER FIXED TO SAID ONE FREE END AND OUTWARDLY EXTENDING UPPER AND LOWER HORIZONTAL MEMBERS SO AS TO PROVIDE SAID SAID VERTICAL AND HORIZONTAL MEMBERS SO AS TO PROVIDE SAID STOP MEANS, OPENINGS IN EACH OF SAID END WALLS, AND A COVER DETACHABLY FASTENED TO THE OUTER ENDS OF SAID UPPER AND LOWER MEMBERS TO ENCLOSE SAID CUSHION POCKET, A PLURALITY OF RETRACTABLE CUSHIONING MEANS EACH BEING MOVABLE BETWEEN AN EXTENDED AND A CONTRACTED POSITION, ONE OF EACH OF SAID CUSHIONING MEANS BEING DISPOSED WITHIN ONE OF 